Locomotive-brake.



W. V. TURNER.

LOGOMOTIVE BRAKE.

APPLICATION FILED 8EPT.14, 1010.

1,039,221, Patented Sept. 24, 1912.

2 SEEETS-8HEET 1.

WlTNESSES INVENTOR W. V. TURNER.

LOGOMOTIVE BRAKE APPLICATION FILED SEPT.14,'1910.

Patented Sept. 24, 1912.

2 SHEETS" SHEET 2v WITNESSES W, (4 I Att'y.

UNITED STATES PATENT OFFICEQ WALTER V. TURNER, OF EDGEWOOD,PENNSYLVANIA, ASSIGNOR TO THE WESTING- 'HOUSE AIR BRAKE COMPANY, OFPITTSBURGH, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

LOCOMOTIVE-BRAKE.

Specification of Letters Patent.

Application filed September 14, 1910. Serial No. 582,095.

To all whom it may concern:

Be it known that I, WALTER V. TURNER, a citizen of the United Statesresiding at Edgewood, in the county of Allegheny and State ofPennsylvania, have invented new and useful Improvements in Locomotive-Brakes, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularlyto' a brake equipment for locomotives and other vehicles.

The present invention is in the nature of an improvement in connectionwith the locomotive brake apparatus known as the ET locomotive brakeequipment, such as described, for example in The Westinghouse Air BrakeCompany s instruction pamphlet No. 5032, dated October, 1907.

Briefly described, the above equipment comprises valve means forsupplying and releasing air to and from the locomotive brake cylinders,an application chamber, a movable abutment subject to variations inpressure in the application chamber for operating said valve means, anautomatic valve device operated by variations in train pipe pressure forcontrolling the fluid pressure in said application chamber, an automaticbrake valve for varying the train pipe pressure, and an independentbrake valve for directly supplying and releasing air to and from t 1eapplication chamber.

In the application of an equipment of the above character to electriclocomotives and other vehicles, where brake valves are provided at bothends of the vehicle for controlling the brakes, the direct applicationand release pipe and the automatic release pipe from the exhaust port ofthe automatic valve device extend from the brake valves at each end ofthe vehicle to the distributing valve device, so that said pipes are ofcor siderable length and volume.

The increased volume of the above mentioned pipes is liable in somecases to all'ect the operation of controlling the brakes, for example,if it is desired to release the train brakes while holding the enginebrahes applied after an automatic service application of the brakes, thetrain pipe pressure is increased to move the triple valves to releaseposition. The automatic valve portion of the distributing valve also aimes to release position under this increase in train pipe pressure,connecting the automatic release pipe with the application cham ber. Asthis pipe is closed at the b 'ake valve in the engine brake holdingposition, no air is exhausted to the atmosphere, but owing to the lengthof the pipe, there is liable to be reduction in. pressure in theapplication chamber by reason of the equalization thereof into saidpipe. This reduction may then cause a partial release of the enginebrakes. Also, in making an automatic service application of the brakes,the direct application and release pipe being in communication with theapplication chamber, fluid supplied to said chamber must also equalizeinto the volume of said pipe. It will thus be evident that there is atendency to reduce the pressure obtained in the application chamber fora given reduction in train pipe pressure according to the volume of thepipe.

The principal object of my invention is to obviate the abovedifficulties, and for this purpose, the invention consists in providingmeans for supplying fluid under pressure to the above mentioned pipesupon making an automatic service application of the brakes.

In the accompanying drawings; Figure 1 is a diagrammatic view of alocomotive brake equipment with the brake va-lveportion shown insection,showing my improvement applied thereto; Fig. 2 a centralsectional view of the distributing valve device, showing the parts inrelease position; and

Fig. 3 a sectional view of the automatic va'lve .portion of thedistributing valve device, showing the parts in automatic serviceapplication position.

As shown diagrammatically in Fig. 1, the locomotive brake ,cquipmeut maycomprise a distributing valve device 1. connected by pipe 2 to thelocomotive brake cylinders 3, by branch pipe 4 to train pipe 5, and bypipe (3 to the main reservoir 7. A combincd automatic and direct brakevalve device is provided at each end of the locomolive having a directbrake valve portion 8 and an automatic brake valve portion 5 the brakevalve device for one end only being shown in the drawing. directapplication and release pipe 10 extends to the opposite ends of thelocomotiveand connectswith a passage 11 leading to the rotary valvePatented Sept. 24, 1912.

a movable abutment 17 contained in a piston chamber 18, an applicationvalve 19 and a release valve 20, both adapted to be operated by theabutment 17. The distributing valve device also has an automatic valveportion comprising a movable abutment 21,

contained in piston chamber 22, and main,

and graduating valves 23 and 24 contained in valve chamber 25 andadapted to be operated by the abutment- 21. In order to make anautomatic service application of the brakes the automatic brake valve 9is turned to service application position, as shown in Fig. l, in Whichthe equalizing reservoir side of the discharge valve piston 26 isconnected by passage 27 and cavity 28 in the rotary valve with exhaustcavity 29 in order to effect a gradual reduction in train pipe pressurein the usual manner.

According to my invention, an additional through port-30 is provided inthe automatic rotary valve 31, which is adapted, in this position, toregister With passage 11. It Will thus be seen that air is beingsupplied to the direct application and release pipe 10 while the trainpipe pressure is being reduced so that said pipe becomes charged withfluid under pressure and air supplied to the application chamber byoperation of the automatic valve device for a given reduction in trainpipe pressure produces substantially the same pressure in theapplication chamber as would be obtained Without considering the volumeof the pipe 10.

According to my invention, in the distributing valve device, anadditional passage. 33 is provided, Which leads from the train pipebranch connection 4 to the seat of the main slide valve 23 and inservice application position, as shown in'Fig. 3, this passage registersWith a through port- 34 in the main slide valve. The graduating valve 2is provided With cavity 35 adapted to connect the through port 8 1 witha through port 86 opening into cavity 32, said cavity registering withthe automatic release passage 15. The automatic release pipe 13 is thussup plied with fluid under pressure from the train pipe in serviceapplications, and when it is desired to release the train brakes andhold the engine brakes applied, the movement of the automatic valveportion of the distributing valve device to release position, in whichthe pipe 13 is connected to the application chamber 16, will not operateto effeet a reduction in pressure in the application chamber by flow tosaid release pipe.

It Will now be seen that With my improvement both the direct applicationand release pipe and the pipe communicating with the exhaust of theautomatic valve portion of the distributing valve device are suppliedwith fluid under pressure in making service applications ofthe brakes,so that no reduc tion in pressure in the application chamber takes placein releasing the train brakes after an automatic service applicationWhile holding the enginefbrakes applied and also the added volume of thedirect application and release pipe does not operate to lessen thedegree of pressure obtained in the application chamber for a givenreduction in train pipe pressure, in making an automatic serviceapplication of the brakes.

Having now described my invention, What I claim as new and desire tosecure by Letters Patent, is

1. In a fluid pressure brake, the combination With a brake cylinder, ofa chamber, a valve device operated by variations in pressure in saidchamber for controlling the pressure in the brake cylinder, means forsupplying air to said chamber, a direct pipe for also supplying air tosaid chamber, and means for supplying air to said pipe upon supplyingair to said chamber.

2. In a fluid pressure brake, the combination with a train pipe andbrake cylinder,.

of a valve for controlling the supply of air to .the brake cylinder, anapplication chamber, a movable abutment subject to varia-' tions inpressure in said chamber for controlling said valve, an automatic valvedevice operated by a reduction in train pipe pressure for supplying airto said chamber, a pipe for supplying air directly to the chamber, and abrake valve having a position for effecting a reduction in train pipe'pressure and in which air is supplied to said direct supply pipe.

3. In a fluid pressure brake, the combination with a brake cylinder, ofa chamber, a valve mechanism operated by variations in pressure in saidchamber for controlling the admission and release of fluid underpressure to and from said brake cylinder, a valve device for varying thepressure in said chamber, a pipe for directly releasing air from saidchamber, and means for supplying air to said release pipe upon operationof said valve device to vary the pressure in said chamber.

i. In a fluid pressure brake, the combina tion with a brake cylinder, ofa chamber, valve means for controlling the admission and release offluid under pressure to and from said chamber to control the fluidpressure in the brake cylinder, a movable abutment subject to variationsin pressure in said chamber for operating said valve means,

a direct application and release pipe through which fluid under pressureis admitted to and released from said chamber, and means for supplyingfluid to said pipe when said valve means is operated to supply air tosaid chamber.

5. In a fluid pressure brake, the combination with a brake cylinder andtrain pipe, of a chamber, a valve mechanism subject to the pressure insaid chamber for controlling the admission of fluid'under pressure tothe brake cylinder, a release pipe, an automatic valve device operatedby variations in train pipe pressure for supplying air to .said oh nberand for releasing air from said chamber through said pipe, and means forsupplying air to said pipe upon operatign of said valve device to supplyair to said chamber.

6, In a fluid pressure brake, the combination with a brake cylinder andtrain pipe, of a chamber, a valve mechanism subject to the pressure insaid chamber for controlling the admission and release of fluid to andfrom said brake cylinder, an automatic valve device operated byvariations in train pipe pressure for supplying and releasing air to andfrom said chamber, a release pipe connected to the exhaust port of saidvalve device, and means adapted to supply air from the train pipe tosaid release pipe upon operation of said valve device to supply air tosaid chamber.

'7. In a fluid pressure brake, the combination with a brake cylinder andtrain pipe, of a chamber, a valve mechanism operated by variations inpressure in said chamber for controlling the admission and release offluid to and from the brake cylinder, an automatic valve device operatedby variations in train pipe pressure for controlling the supply andrelease of fluid to and from said chamber, a direct application andrelease pipe, an inde endent brake valve for controlling the a missionand release of fluid to and from said chamber through said pipe, and anautomatic brake valve adapted in one position to effect a reduction intrain pipe pressure and to supply fluid to said pipe.

8. In a fluid pressure brake, the combination with a brake cylinder andtrain pipe, of a chamber, a valve mechanism operated by variations inpressure in said chamber for controlling the admission and release offluid to and from the brake cylinder, an automatic valve device operatedby variations .in train pipe pressure for controlling the supply andrelease of fluid to and from said chamber, a release pipe connected tosald automatic release pipe and said direct application and releasepipe.

9. In a fluid pressure brake, the combination with a brake cylinder andtrain pipe, of a chamber, a'valve mechanism operated by variations inpressure in said chamber for controlling the admission and release offluid to and from the brake c linder, an automatic valve device operateby variations in train pipe pressure for controlling the supply andrelease of fluid to and from said chamber, an application and releasepipe through which air is directly supplied to and released from saidchamber, and an automatic brake valve device having ports adapted in oneposition to effect a reduction in train pipe pressure and to supplyfluid to said pipe.

10. In a fluid ressure brake, the combination with a bra e cylinder andtrain pipe, of a chamber, a valve mechanism operated by variations inpressure in said chamber for controlling the supply and release of fluidto, and from the brake cylinder, valve means for controlling thepressure in said chamber, a movable abutment subject to variations intrain pipe pressure for operating said valve means, a pipe connected tothe release port of said valve means, and ports c'ontrolled by saidvalve means for supplying fluid to said pipe upon a reduction in trainpipe pressure.

11. The combination with a train pipe and a chamber, a variation inpressure in which is adapted to effect an application of the brakes andmeans operated by a reduction in train pipe pressure for controlling thepressure in said chamber, of a brake valve adapted in one position toeffect a reduction in train pipe pressure, a pipe leading-from saidbrake valve to said chamber through which fluid is directly supplied tosaid chamber, said brake valve being adapted to also supply fluid tosaid pipe in the position for reducing the train pipe pressure.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER.

Witnesses B. A. OLIVER, A. M. CLEMENTS.

